Railway draft rigging



June 26, 1934. J. F. OCONNOR RAILWAY DRAFT RIGGING 2 Sheets-Sheet 1 Filed Dec. 19, 1930 J. F. O'CONNOR 1,964,170

RAILWAY DRAFT RIGGING Filed Dec. 19, 1930 2 Sheets-Sheet 2 June 26, 1934.

Patented June 26, 1934 PATENT OFFICE RAILWAY DRAFT RIGGING John F. OConnor, Chicago, 111., assignor to W. H. Miner, Inc, Chicago, 111., a corporation of Delaware Application December 19, 1930, Serial No. 503,366

2 Claims.

This invention relates to improvements in railway draft riggings.

One object of the invention is to provide in draft riggings for railway cars, including a coupler and a cooperating friction shock absorbing mechanism comprising a friction shell and the usual cooperating friction elements, wherein the coupler has longer travel in buff than in draft to effect corresponding compression of the friction l0 shock absorbing mechanism, a combined main follower and coupler supporting means, wherein the main follower member has a projecting portion adapted to enter the open end of the friction shell while actuating the friction elements, thus taking care of the longer compression stroke in buff and reducing the overhang of the friction elements with respect to the shell in full release, and wherein the supporting means is operative to adequately support the shank of the coupler in all positions thereof to maintain the horizontal alinement with other parts of the mechanism and also prevent drooping of the coupler head.

A further object of the invention is to provide in a mechanism of the character described in the preceding paragraph a combined follower and supporting means wherein the follower cooperates with the usual front stop lugs and has a rearward extension and a forwardly projecting shelf or tongue fixed thereto, wherein the rearward extension cooperates directly. with the wedge element of the usual friction system of the friction shock absorbing mechanism and is adapted to telescope within the friction shell during a compression stroke of the mechanism, and the shelf is slidably supported at all times by the usual carry iron of the draft rigging and in turn supports the shank of the coupler member to maintain proper alinement thereof.

A still further object of the invention is to provide in a railway draft rigging of that type having longer travel in buff than in draft, including a friction shock absorbing mechanism comprising a friction shell and cooperating friction elements, 5 means for supporting and guiding the friction shell, including a pair of keys supported by the draft sills of the car underframe structure and embracing the shell from above and below, wherein the shell is provided with slotted guide members through which the keys extend.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specification, Figure l is a horizontal. longitudinal,

sectional View through the underframe structure and railway draft rigging at one end of the car, illustrating my improvements in conection therewith. Figure 2 is a vertical, longitudinal, .sectional view corresponding substantially to the 66 line 22 of Figure 1. Figure 3 is a transverse, vertical, sectional view corresponding substantially to the line 3-3 of Figure 2. Figure 4 is a view similar to Figure 1, illustrating a difierent embodiment of the invention. Figure 5 is a verv tical, longitudinal, sectional view, corresponding substantially to the line 5-5 of Figure 4. And Figure 6 is a transverse, vertical, sectional view, corresponding substantially to the line 66 of Figure 5. 10

Referring first to the embodiment of the invention illustrated in Figures 1 to 3 inclusive, l010 designate the usual channel shaped center or draft sills of the railway car underframe structure. At the outer end, the sills are pro- "15 vided with the usual striking casting 11, which is secured thereto and to .a top plate 12, which is fixed to the end sill member 13. A combined rear stop and filler casting 14 is disposed between the sills and is provided with the usual center pin receiving opening, which cooperates with the center pin for connecting the truck bolster. In carrying out my invention, I provide a U- shaped yoke member 15 within which a shock absorbing mechanism A is disposed. In the present instance, the shock absorbing mech anism is illustrated as of the friction type, comprising a friction shell 16, open at the forward end, and having friction means cooperating there- A with, said friction means comprising the usual friction shoes 1'7 and cooperating wedge member 18. The friction shell 16 is provided with top and bottom laterally projecting, elongated lugs or flanges 1919, which are at the top and bottom of the shell and overhang the side arms of the U-shaped yoke member 15 so as to embrace the latter from the top and bottom sides. As-will be evident, the yoke member 15 is thus guided between the laterally projecting lugs 19-19 of the friction shell. The lugs 19--19 at opposite sides of the shell are connected by an intermediate raised portion 20 formed integral therewith and with the corresponding wall of the friction shell. The top and bottom lugs 19-19 and the connecting sections 20-20 are transversely slotted, as indicated at 2121. The friction shell 16 is guided for longitudinal movement by a pair of transversely disposed, spaced keys 2222 extending through the slots 2121 and having their opposite ends supported in slots 2424 of the webs of the draft sills 10-40. The slots 2121, as clearly shown in Figure 2, are of greater length than the width of the keys, thereby permitting limited longitudinal movement of the friction shell with respect to the draft sills.

The yoke is connected to a coupler member 23 by means of a transverse key l5 extending through a slot 25 in the shank of the coupler, slots 26-26 in the side arms of the yoke 15 and slots 2727 provided in the webs of the draft sills. The slots of the yoke are of such a length as to permit the necessary rearward movement of the coupler during compression of the mechanism, without actuating the yoke. The key 13 is guided and supported for longitudinal movement in the slots of the draft sills during buff and draft action, as will be understood. The slots of the draft sills are of such a length as to permit greater inward movement of the coupler during a bufiing action than the outward movement thereof during draft.

A combined front follower and supporting member B is interposed between the butt end of the coupler shank and the wedge member 18 of the friction shock absorbing mechanism and transmits the buffing force from the coupler to the friction shock absorbing means. The combined follower and supporting member B has a main body portion 28, which is in the form of a substantially rectangular plate. The plate member 28 has a rearwardly projecting central cylindrical boss 29, which directly engages the outer end of the wedge member 18, the boss eing of such a size as to telescope freely within the open end of the friction shell. At the lower side thereof the plate-like member of the follower is provided with a forwardly extending blade formed integral therewith, thereby providing a shelf or tongue 30, which serves to support the coupler shank and maintain the alinement of the parts. Outward movement of the follower member B is limited by stop means comprising a pair of horizontally disposed stop keys 31-31, which extend through the draft sills and are disposed above and below the coupler shank, the lower key 31 supporting the shelf member adjacent the plate 28. As most clearly shown in Figure 2, the plate-like member 28 of the follower is trans versely slotted at the forward side thereof, as

indicated at 32-32, to accommodate the rear edge portions of the key members Bl-31. The plate-like member 28 of the follower B is also cut away at opposite sides, as indicated at 3333, thereby providing guide openings adapted to accommodate the side arms of the yoke 15 for sliding movement. As most clearly shown in Figure 2, the forward end of the shelf 30 of the follower member B extends outwardly to a point closely adjacent the coupler head and supports the shank of the coupler throughout the major portion of the length thereof. The shelf 30 is slidingly supported by the usual carry iron member 34, which is suitably secured to the striking casting 11.

The operation of my improved railway draft rigging, as illustrated in Figures 1 to 3 inclusive, is as follows: During a draft or pulling action, the coupler 23 will be pulled outwardly or to the left, as viewed in Figures 1 and 2, and through the keyed connection with the yoke 15 pulls the latter forwardly, compressing the friction shock absorbing mechanism A against the follower B, which is held stationary by the keys 3131. Outward movement of the coupler is limited by engagement of the key 43 with the outer end walls of the slots of the draft sills. As hereinbefore pointed out, this movement is less than the inward or bulfing movement of the coupler shank. During a buifing action, the coupler is forced inwardly against the follower B and the latter forces the friction means, including the wedge member 18, rearwardly with respect to the friction shell.

During the latter part of this action, the projection 29 of the follower B will enter the open end of the friction shell. The compression stroke in buff is limited by engagement of the plate-like portion 28 of the follower B with the front end of the shell 16. As will be evident, by providing the projection 29 on the follower, the friction elements and wedge member are forced some distance inwardly of the front end of the friction shell during the bumng stroke of the mechanism. By this arrangement, the overhang of the friction elements and wedge member with respect to the friction shell in full release of the parts is reduced to a minimum, thereby preventing rocking of the friction elements with respect to the shell and equalizing the wear on the friction surfaces.

Referring next to the embodiment of the invention illustrated in Figures 4, 5 and 6, I employ a yoke member 115, similar to theyoke hereinbefore described, a friction shock absorbing mechanism A and a coupler 123, these parts being mounted between the draft sills, which are indicated by -110 and the latter having a striking casting 111 at the outer end thereof, provided with the usual detachable carry iron 134. The coupler is connected to the yoke 115 by a transversely disposed key 124 extending through a slot 125 in the coupler shank, alined slots 126- 126 in the side arms of the yoke and through slots 127-427 provided in front stop castings 13l131 fixed to the draft sills. The opposite ends of the key 124 are reduced in width, as indicated at -450, said reduced portions being inwardly offset from the front edge of the key and working in the slots of the sill stop lug cast- 1 ings. That portion of the key which extends through the side arms of the yoke is of full width, as clearly shown in Figure 4. The stop lug castings 131 have vertical rear edges, which cooperate with the main follower of the draft rigging, L

as clearly illustrated in Figure 4 and are provided with inwardly extending top flanges or webs l51151, which overhang the side arms of the yoke member and form stop means in alinement with the rear vertical edges of the castings. The

main follower of the railway draft rigging, which is indicated by C, has the main body portion thereof in the form of a rectangular plate 128. The plate 128 has vertical slots 133133, at

opposite sides thereof through which the side arms of the yoke extend. The plate-like section 128 of the follower is provided with a rearwardly projecting boss 129, similar to the boss 29 hereinbefore described, and cooperating with the wedge member 118 and the friction means of the friction shock absorbing mechanism. The boss 129 is of such a size as to freely telescope within the open end of the friction shell of the friction shock absorbing mechanism and operates in the same manner as the boss 29 described in con 2 turn supports the shank of the coupler 123 throughout the major portion of its length. The friction shell of the shock absorbing mechanism is suitably supported by saddle plate members, one of which is shown in the drawings and indi" cated by 152.

As most clearly shown in Figure l, the supporting shelf of the follower is reinforced at the inner end thereof by vertically extending, relatively short webs or side walls 153l53, which are formed integral with said shelf and the main body portion 128 of the follower. The side walls 153 together with the bottom wall define a pocket accommodating the butt end portion of the coupler shank.

In the operation of my improved railway draft rigging, as illustrated in Figures 4, 5 and 6, upon outward or draft movement of the coupler 123, the yoke will be pulled forwardly therewith by means of the connecting key, thereby compressing the friction shock absorbing means against the front follower C, which is held stationary by engagement with the stop castings 131-l31. Outward movement of the coupler will be limited by the reduced end portions 150-150 of the key engaging the outer ends of the slots 127-127 of the draft lugs. Inasmuch as the reduced portions 15G150 of the key are spaced a greater distance from the rear end walls of the slots 127 than from the front end walls, the movement in draft of the coupler is less than the movement thereof in buff. During an inward or bumng movement of the coupler member 123, the main follower C will be forced rearwardly, the projection 129 forcing the friction elements inwardly of the shell and said projection entering the shell during the latter part of the compression stroke to provide for the longer movement in buff than in draft of the coupler member. As hereinbefore pointed out, by providing the follower with the rearward projection, which engages the wedge member of the friction system, excessive overhang of the friction elements with respect to the shell in the full released position of the parts is prevented. Buffing movement of the front follower C and the coupler will be limited by engagement of the main body portion 128 of the follower with the front end of the friction shell of the friction shock absorbing mechanism A. As will be clear, the length of the supporting shelf 30, as shown in Figures 1, 2 and 3 inclusive, and the shelf 130 illustrated in the embodiment in Figures 4, 5 and 6, is such as to overlap the carry iron member to a considerable extent in the normal position of the parts and still be supported thereby when the coupler has been moved inwardly to the full extent of the compression stroke of the mechanism in buff. The coupler shank is thus adequately supported by the shelf of the front follower in both forms of the invention illustrated, in all positions thereof in service, thus maintaining the horizontal alinement of the coupler with the front follower, yoke and other parts of the railway draft rigging and preventing drooping of the coupler head and disalinement of the coupler with the coupler of the next adjacent car, when the coupler is pulled to the extreme outer position thereof during a draft action.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a draft rigging for railway cars, the combination with a carry iron at the outer end of the car; of a coupler having longer travel in buff than in draft; a friction shock absorbing mechanism including a friction shell open at the forward end and friction means movable with respect to the shell; a horizontal yoke having a keyed connection with the coupler for actuating the friction shock absorbing mechanism in draft, said keyed connection being inwardly of the carry iron; and a front follower interposed between the coupler butt and friction means, said follower engaging the outer end of the shell to limit the movement of the follower in buff, said follower having a solid rearward projection engaging the friction elements, said projection being of lesser cross sectional area than the interior cross section of the shell so as to enter the shell when said follower is actuated in buif, said follower also having a forwardly projecting shelf fixed with respect to said follower and slidably supported at the outer end on said carry iron, said shelf normally projecting beyond the carry iron and supporting the coupler shank outwardly of said carry iron.

2. In a draft rigging for a railway car, the combination with a coupler; of a shock absorbing mechanism including a friction shell having top and bottom laterally extending guide projections, said projections having guide slots therein; a horizontal yoke having side arms guided between the guide projections of the friction shell, and thereby held against vertical displacement with respect to said shell, said yoke enclosing the shock absorbing mechanism; a key extending through the side arms of the yoke and the shank of the coupler and keys fixed to the car structure extending through the guide slots of said guide projections of the friction shell and holding said shell against vertical displacement with respect to the car.

JOHN F. OCONNOR. 

